Time relay recording-clock and signal mechanism.



No. 822,029. PATENTED MAY 29, 1906. e. P. THURBER.

, TIME RELAY RECORDING CLOCK AND SIGNAL MECHANISM.

APPLICATION FILED M Yl1,l905.

A 2 SHEETS-SHEET 1 BNVENTOR G. P. Thurber.

ATTO RN EYS PATENTED MAY 29 G. P. THURBER.- TIME RELAY RECORDING OLOOK'AND SIGNAL MECHANISM.

APPLICATION FILED MAY 11, 1905.

. Z SHEETS-SHEET 2.

m m 7% M W at 16 ,M d m UNITED STATES PATENT orrrcn. I

GUY P. THURBER, OF PITTSBURUr, PENNSYLVANIA.

Specification of Letters Patent.

Patented May 29., 1906.

Application filed May 11, 1905. Serial No. 269,921.

To all whom it may concern:

Be it known that I, GUY P. THURBER, a citizen of the United States of America, residing at Pittsburg, in the county of Allegheny and State of Pennsylvania,have invented certain new and useful Improvements in Time Relay Recording-Clocks and Signal Mechanism, of which the following is a specification, reference being had therein to the accompanying drawings.

This invention relates to certain new and useful improvements in time relay recording mechanisms, and relates more articularly to a novel formof clock adapted to be used in the engineers cab of a locomotive.

The invention has for its object to provide a novel form of clock for recording the action of valves, the number of signals which the engineer has received, and the time of day each signal took place.

My invention aims to provide a time relay recording-clock particularly applicable to automatic signal devices, such as illustrated and described in connection with my accompanying application filed under even date.

Briefly described, my recording mechanism is similar to that used by the ordinary and well-known type of watchmens clock, the signals being sent through electromagnets or relays. In order to introduce an increment of time between the first signal and the time the brake shal be applied, I have devised a special attachment,which will be hereinaiter more fully described and then specifically pointed out in the claims. I

In the accompanying drawings I haveillus trated by a diagrammatic view a signal system used in connection with a track block system, an electrically actuated throttlecontrolling valve, and an electricall actuated air-valve adapted to operate airrakes. This diagrammatic view is designated Fig. ure 1, and Fig. 2 is a diagrammatic view of the time relay recording-clock em connection with the signal system i lustrated in Fig. 1.

Referring to the accompanying drawings, .1 have illustrated the track as divided into blocks A, B, C, D, E, and F, and I have shown a train upon the block B with the truck 1 across the rails. This truck 1 short-circuits the battery 2, which releases relay 3 and breaks circuit 4, fed by the battery 5', at the point designated 6. The breaking of the circuit 4 weakens relay 7, thus opening circuit 8 loyed in at point 9, fed by battery 10, and weakens relays 11 and 12.

The armatures of the relays 11 and 12 are 1 connected with insulated rails 13 and 14, said rails being broken from the main track by means of the insulated rail-joints 15 and 16,

17 and 18, and when the signal is transmitted to relays 11 and 12 the circuit was broken across the joints 16 and 18 at points designated 19 and 20. We will assume that the locomotive on the insulated trucks 21 and 22 passes from block E toward block 1) across the insulated joints 18 and 23. The relay 24, fed by the battery 25, is immediately shortcircuited and opens the connection at point 26,Which opens circuit and sends the signals back, the relay 12 havin alread dropped from the signal ahead, an the raii 14 immediately becomes insulated from the main track and breaks all electrical connections toward the rear of the train at the insulated joints 18 and 23. When this occurs, the circuit 27 in the locomotive fed by the battery 28 weakens relay 29 and dro s armature 30, connected with circuit 31, fe by battery 32, and breaks said circuit, which immediately releases the core of solenoid 34, which opens air-valve 35, connected by pipe 36 to air-tank 37, and blows the whistle 38, which is located close to the engineer. When the armature drops, it engages contact 39 and makes connection with battery 32 through circuits 40 to a time-recording clock 41, which is electrically connected with the system through binding-posts a), as, y, and 2. We will assume that it requires ten seconds for the engineer to operate the valves or throttle, and then at the end of that time circuit 42, fed by battery 32, is broken, which releases solenoid 44 and opens. air-valve 45, connected with airpipe 46, fed by air-tank 37, which releases -air-valve 47 and closes throttle 48. As soon: as the throttle 48 is closed the valve in cylinder 47 is actuated to admit air, into the cylinder 50 and open air-valve 51, connected by pipe 52 with the air-tank 37, onto a main airipe 53, which connects up with the airrakes of the train.

Assuming that the track-circuit 27, fed by battery 28, is broken by a signal which releases relay 29, the armature 30 will drop and the circuit 31, fed by battery 32, is broken at the point designated 33 and immediately releases signal-valve 34. At the same time armature 30 has made contact at the point Ito designated 39, closing circuit 40 through bin ing-post z to relay-magnet 75, which records the time the signal was received, and also passes through ma net 76 to battery 32 via binding-post w. W en the magnet 76 is energized, it immediately releases do 77 and allows shaft 78, which is driven y a clock'mechanism, to start in motion. The back of the dog 77 is so designed that'it will enga e the slot in the wheel 79 when opposite t e same and stop the shaft Within some stated period of timefor instance, ten seconds, as heretofore stated. At the time this shaft is stopped brush 80 strikes an insulatedpoint on the wheel and breaks circuit 42, fed through bindingosts w and g, which immediately releases brake-valve 44 and sets the brakes. At, the same time that the circuit is broken the insulated wheel 81 closes the circuit'across the two brushes 82, thus energizing relay-ma net 83 and recording the time that the bra es were set. After the engineer has received the signal through the va ve 34 he has ten seconds in which to push the button m, which short-circuits battery 28 through relay to its norma condition the armature 30 immediately closes circuit 42, connecting brakevalve 44 by means of a cross-connecting circuit 84 back through battery 32 bythe way of contact 33. This arrangement of the circuits avoids the breaking of the circuit 42 through contact-brush 80 in the clock, and consequently not setting the brakes. In this manner the en ineer can avoid the stopping of the train. it the same time no signal is recorded against him by the recording-magnet 83, since the brake-valve has not been operated.

From the above-it will'be seen that the was indicated on the clock.

It will be seen from the above description that the operation of the train is entirely under the control of the engineer; but in case he neglects his duty it immediately takeshisplace and stops the train within a safe time.-

I do not care to confine myself to the type of mechanism em loyed to revolve the main operating-shaft o the clock nor to the mechanism employed for recording the time, as I preferably use the conventional form of watchmans clock at present used. What I claim, and desire to secure by Letters Patent, is-

1. In a time relay recordin -clock, the combination with an electrica ly-actuated air-brake system, and a shaft driven by a clock mechanism, of wheels mounted upon said shaft, brushes engagin two of said wheels, a dog engaging one 0 said wheels, a relay 0 erated by a track block-circuit and adapte to elevate said dog to permit of the 29, and if circuit 27 was closed movement of its res ective wheel, the breaking of said circuit re easing said dog and stopping said \wheel at a predetermined time, and breaking electrical circuit through said brushes to set said air-brakes, substantially as described.

2. The combination with an air-brake system and a shaft driven b a clock mechanism,of means to lock said sli track block-circuit to release said shaft, means to automatically sto said shaft, and

said air-brakes.

3. In apparatus of the type described, the combinatlon with an electrically-actuated air-brake, and a shaft driven by clock mechanism, of brushes, a .relay operatedv by a track block-circuit and adapted to stop the rotation of said shaft at a predetermined time, an electrical circuit broken through said brushes, mechanism included in circuit with said brushes and adapted when the circuit through the brush is broken to set said air-brakes, substantially as described.

4. The combination with an air-brake system, and a drive-shaft normally held stationary, .of circuit makin and breaking devices carried by the shaft and electricallyactuated means adapted to set said air-brakes by the breakin of the circuits resulting from the rotation 0 said shaft, substantially as described.

-5. A systemof the class described comaft from rotation, electrically-actuated means operated by a prising a driven shaft, a pivoted dog adapted to normally hold said shaft from rotation, a relay actuated by a block-circuit to release said dog, said dog being adapted to automatically stop the shaft after a predetermined amount of rotation, and electrical means mounted adjacent to said shaft to set air-brakes by the rotation of said shaft.

6. A system of .the class described comprisin a driven shaft normally held stationary, e ectrical means to release said shaft to automatically set air-brakes, and means operated by said shaft for recording the time when the air-brakes are set, substantially as described.

7. A system of the class described comprisin a driven shaft normally held stationary, e ectrieal meansto release said shaft to automaticall set air-brakes, .and electrically-actuated means operated by the movement of said shaft for recording the time the brakes are set and means manually .operated to release said air-brakes, substantially as described.

In testimony whereof I aflix my signature in the presence of two witnesses.

' GUY P. THURBER.

Witnesses: BUTLER, WM. 0. HEITZ.' 

